Railway-switch.



No. 831,867. PATENTED SEPT. 25, 1906. J. HERRINGTON.

RAILWAY SWITCH.

APPLICATION FILED MAB-14. 1906.

A TTORNEYS 1n: NORRIS PETER; ca. wasmnwom n. c.

rnarrn sra'rns PATENT V FFTCE.

JACOB HERRINGTON, OF HOUSTON, TEXAS, ASSIGNOR OF ONE-FOURTH TO CLAYTONHERRINGTON, ONE-FOURTH TO CARL J. SUHM, AND ONE-FOURTH TO JOHN DEPHILLIPPI, OF HOUSTON TEXAS.

RAILWAY-SWITCH.

Specification of Letters Patent.

Patented Sept. 25, 1906.

Application filed March 14,1906. Serial No. 306,975.

To all whom it may concern:

Be it known that I, J ACOB HERRINGTON, a citizen of the United States,and a resident of Houston, in the county of Harris and State of Texas,have invented a new and Improved Railway-Switch, of which the followingis a full, clear, and exact description.

This invention is an improvement in switches, and has for its object,among others, to provide a switch capable of being automaticallyoperated by the wheels of the cars or engines, thereby dispensing to aconsiderable extent with the work of a switclnnan and at the same timelessening the likelihood of accident caused by negligence in leaving theswitch open.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the figures.

Figure 1 is a plan view of the switch complete, showing the positionassumed by the parts when the switch is set for the entrance of a traininto a siding. Fig. 2 is a fragmentary view, on an enlarged scale,showing the normal position taken by the switch-points and operatingmechanism. Fig. 3 is a view similar to Fig. 2, but showing the switchpoints as pressed over by the car-wheels in passing into the siding; andFig. 4 is a detail view of the bar or rail for throwing the switch.

1 indicates the main line, from which the siding 2 leads, having theusual frog 3 at the junction of the adjacent rails S and 9. The rails 4and 5 are, as shown, continuous in their length and form, respectively,the outer rails of the main line and side track. The rails 6 and 7 forma continuation of the rails 8 and 9 and are curved about and spaced asmall distance from the frog 3, which permits the flange of the car orengine wheel to pass between the frog and rail end. The rails 6 and 7are rigidly spiked to the cross-ties, as are also the rails 4, 5, S, and9. At the end 10 of the rail 6 is fastened a rail-section 11 by means offish-plates or other equivalent means. This rail 11 is transverselyslidable on the cross-ties by reason of the flexible conneetion at 10,as is also the rail 12, having a similar connection with the rail 7.Both rails 11 and 12 are rigidly connected together by a bar 13, havinga projecting lug 14, with which a spring 15, held at one end by a projection 16, is attached. By this construction the spring 15 will tend tokeep the points of the switch formed by the rails 1.1 and 12 in a closedrelation, and consequently the main line in a safe condition.

Pivotally mounted some distance aheadv of the switch-points to one ofthe cross-ties, as at 18, is a bar 17, (best shown in Fig. 4,) having aHat arm 19 extending at an angle to a rail portion 20, the end of saidrail portion being so constructed and adapted as to engage with theswitch-point carried by the rail 11. This will enable me to taper,bevel, or otherwise construct the ends of the bar 17 and theswitch-point as experience and practice may indicate. Near a point wherethe rail 20 and arm 19 join is attached a spring 21 at one end and atits opposite end to a projection 22 carried on the cross-tie orotherwise fastened. Transversely and slidably mounted on one of thecross-ties, between the switch-points and spring 21, is a bar 22, havingan angular stop or projection 22 rigidly attached thereto and adaptedwhen drawn outward by the switch 24 through link 23 to contact with therail 20, which in turn engages the switchpoint carried by the rail 11and assumes the position shown in Fig. 1. With this position of the rail20 a train can now pass from the main line 1 to the siding 2. Theflanges of the wheels of the cars or engines as they pass on the rails20 and 5 push the rail 20 against the rail 4 and open the points of theswitch from the main line, as shown in Fig. 3, leading the train ontothe siding. After the train passes the rail 20 is automaticallyreturned, as also the switch-points, by the springs 21 and 15 to theposition shown in Fig. 2, leaving the main line disconnected from thesiding. hen the train moves out from the siding, the wheelsautomatically move the switch-points over to the main line in followingmanner, the flanges of the wheels on the rail 11 passing between therails 4 and 12, after which by reason of the spring 15 the switch-pointsreturn to their normal position, as shown in Fig. 2.

It is apparent that many minor changes and modifications may suggestthemselves,

claim as new and desire to secure by Letters Patent- 1. The combinationof a main track, a side track leading therefrom, switching means forconnecting the two tracks comprising switchpoints, and a thin straightrail normally disconnected from the switch-points and adapted to alinewith one of them and throw the switching-points for the side track.

2. The combination of a main track, a side track leading therefrom,switching means for connecting the two tracks comprising switchpoints, aspring automatically setting the switch-points for disconnecting thetracks, and a rail normally disconnected from, but adapted to connectand set, the switch-points for the side track.

3. The combination of a main track, aside track leading therefrom,switching means for connecting the two tracks comprising switchpoints, apivotally mounted and normally disconnected arm adapted to shift theswitching-points for either track, and means moving transversely of themain track for operat ing the arm.

4. The combination of two tracks, a switch for connecting anddisconnecting said tracks, comprising switching-points and a rail,saidrail being pivotally mounted between the,

tracks and operable in one direction for connecting the tracks, andindependent resilient means for disconnecting the tracks.

5. The combination of two tracks, switching-points for connecting anddisconnecting said tracks, an angular arm normally separated from theswitching-points, means for moving the arm in one direction for shiftingthe switching-points, and an independent spring for moving the arm inthe opposite di rection.

6. The combination of a main track and a side track, switching-pointsadapted to connect and disconnect said tracks, a pivotallymounted railfor contacting with one of said switching points to connect said tracks,whereby a train passing in one direction will pass over said rail ontosaid side track, and when passing in the opposite direction the flangesof the car or engine wheels will automatically throw theswitching-points to connect the tracks, and said wheels will not passupon said pivotally-mounted rail.

7. The combination of two tracks, switching-points adapted to connectand disconnect said tracks, and a rail pivoted between the rails of oneof said tracks for contacting with one of the switching-points andalining therewith, for the purpose described.

8. The combination of two tracks, switching-points adapted to connectand disconnect said tracks, a rail pivoted between the rails of one ofsaid tracks for contacting with one of theswitching-points and aliningtherewith, means transversely movable of the tracks for operating thepivotally-mounted rail in one direction, and independent means foroperating it in the opposite direction.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

JACOB HERRINGTON. Witnesses:

J. M. MATHIs, JOHN O. Box.

